Miguel Sánchez
At the beginning of the seventies Jaguar had a serious problem. Well, she actually had at least two. To begin with, the historic British house was going through another of its recurring financial crises. What's more, difficulties had already conditioned his integration into the BMC group back in 1966, thus sharing space with popular references such as Morris or Austin.
After this, the accounting mishaps did not even diminish the addition of Leyland Rover at the end of 1967, finally leading to nationalization in 1975 of that business conglomerate that was difficult to govern under the mandate of Labor Party Harold Wilson.
Likewise, on a more relative level to its range of vehicles, the frank outdatedness of the Jaguar E Type It was starting to take its toll. Presented in 1961, although it had marked an absolutely fundamental milestone in the history of British motorsport, it was evident how the new and powerful Italian GTs - already in full transition to the "Wedge design"– were taking the lead in European markets.
This fact is easily understandable if we analyze the sales of the Jaguar E-Type Series III, with more than 90% of the units manufactured since its introduction in 1971 destined for the US market. a complex situation in which Jaguar had to take a step forward by presenting a GT capable of renewing and transcending its predecessor. Something really very difficult to achieve.
JAGUAR E-TYPE SERIES III, TOO MUCH ENGINE
Although its displacement rose above four liters, the Jaguar E-Type was a six-cylinder in-line engine fully suited to its chassis during the first two series of the model.
However, facing the third and final series of the same, the brand's management considered it appropriate to incorporate a huge V12 block -weighing more than 300 kilos- initially intended for the successor of this GT; Ultimately, the 1975 XJS.
And wow, that really turned out to be something controversial even though it garnered sales figures that in the convertible version alone were around 7.000 units. First of all, Series III had to start from elongated chassis inherent to the 2+2 version in order to accommodate the V12 within an engine bay that is too small for such mechanics.
Obviously this not only conditioned a longer wheelbase, but also an overweight responsible for seriously alter dynamic behavior; a fact for which Jaguar engineers had to work hard to reconfigure both the suspensions and the steering.
All this so that, in addition, the dissonance between the V12 and the foundation on which it sat would make the distance between the E-Type and its new Italian competitors even more striking.
WHEN YOU HAVE AN ENGINE BUT YOU MISS THE BASE
At this point you may be wondering “How could that happen with the Jaguar E-Type Series III”. Well, the answer is simple: thanks to the competition, the British company had a V12 block with five liters of displacement since 1966 when the XJ13 project came to light with the intention of conquering the 24 Hours of Le Mans.
Something failed not only because of the dominance of Ferrari and Ford in the French test during those years, but because it even got to the start due to the enormous development costs required to develop such a design; In the end, the decisive fact in order to understand how that spectacular Sport-Prototype was aborted in the middle of the development phase.
However, from that experience Jaguar had learned clearly a perfectly credible engine for its arrival in series. In short, the perfect opportunity to begin the development of a new and ambitious GT with which to successfully replace the E-Type.
In any case, the economy always rules and, as we have seen, Jaguar's was not exactly buoyant during those years between the sixties and the seventies. Due to this, the design of both the chassis and the body corresponding to what would end up receiving the name XJS started late.
1975, THE JAGUAR XJS IS BORN
Desperate for the delay in developing XJS and worried about the outdatedness of the E-Type Jaguar's management launched - as we have already indicated before - the Series III in order to desperately buy time.
An error, a gross error that the brand's director himself recognized by commenting on how that V12 block should never have ended up under the hood of the E-Type Well, after all, it was too big for a car designed around the L6 from the XJ family.
However, finally in the autumn of 1975 things seemed to fall into place with the long-awaited arrival of the Jaguar XJS. Directed against Lamborghini, Ferrari and Porsche -in fact one of its first advertising materials alluded to a supposed fear aroused in Turin, Modena and Stuttgart respectively- it was expected not only to overcome the memory of the E-Type but also to lift the British house into a new era of technical modernity. and accountant.
THE TIME FOR REPLACEMENT COMES
Put on the asphalt, the Jaguar XJS disappointed everyone and everyone. First of all, fans of the brand They did not see in this GT something capable of improving what was established by his predecessor. And there are such iconic ancestors capable of burying their offspring in the shadow of comparison; Just the case experienced here.
Likewise, the design of the XJS was not convincing at all; even less so if its lines were compared to the much more modern ones run by Pininfarina and Bertone, one of those launched into a futuristic gallop absolutely contrary to the classicism with an antique touch inherent to the new Jaguar GT.
In any case, aesthetics are still a certain banality when looking for performance and dynamic behavior. Two aspects in which the Jaguar XJS also failed to surpass its competitors despite performing 285 CV already in its first version.
And, despite having power, it was wrapped in a chassis designed more for comfort than for sporty driving. This fact was capable of distancing him from the rabid Italian models to which he wanted to stand up and thus bring him closer to the Mercedes 450 SLC.
By the way, a model that, like the Jaguar, also had its natural market in the United States. Just one fact: during his first years around 80% of all the XJS ended up on the other side of the Atlantic.
HOPES BROKEN DUE TO AN ADVERSE CONTEXT
Reviewing some tests from the time we see how the praise for the performance given by the Jaguar XJS is constant. It is also a car equipped with excellent braking and remarkable stability. All of this finished off with a ride comfort at the height of its interior full of exquisite details typical of British tradition.
In short, a concept, a car, excellent in every way although suffering from three problems -without counting the well-known refrain based on the lack of reliability so present in certain circles not very inclined towards British motors-.
The first was that it was an excellent GT but without the necessary sporty touch - we are talking about a large car and even too heavy at 1.750 kilos - to successfully oppose Ferrari and Lamborghini. Something really not very important because, in the end, the missed shot had not been wasted since it coincidentally guided the XJS to the areas dominated by Mercedes in the United States.
TOO MUCH CONSUMPTION IN THE FULL OIL CRISIS
After this there is the the long shadow of the E-Type. Something that is talked about a lot now although, of those, it only seemed to matter to motor enthusiasts because, in the end and as much as it pains us to admit it, many - perhaps the majority - of high-end buyers do not They really don't even know what they are buying. What's more, in the case of the most performance models, they don't even know how to drive them.
That being said, the third and final problem was much more serious. And, with a consumption of more than 21 liters (!), the V12 of the Jaguar XJS was radically absurd in the midst of the Oil Crisis; a nonsense capable of taking dealers, accountants, engineers and, of course, company directors down the street of bitterness. recently rescued by the state and therefore in need of immediate financial restructuring.
THE ANSWER ARRIVES TO EXCESS CONSUMPTION
As you can imagine, an experienced reader capable of going beyond the headline, because to give you an idea here in Word we are almost on the fourth page, in Jaguar they were not there to mechanical responses fast even though their lives really depended on it.
However, even with limited means and against the grain, the brand's technicians were able to have a V12 block redesign capable of saving as much as possible on fuel. What's more, they wanted to influence this aspect so much that they called it High Efficiency.
Likewise, this did not imply a reduction in benefits, which in fact increased to almost 300 hp In the case of the European units, about 30 HP less in the American ones due to the more restrictive regulations in relation to catalysts.
With all this, one could think that Jaguar had done their homework. But no, they had much more to go. Much more than, paying attention to the motto "less is more" -essential in many cases related to industrial design-, would have to take a step back in exactly the opposite way to what is interpreted by the E-Type Series III. That is, going from a V12 to an L6.
JAGUAR XJS, FROM V12 TO L6
In 1983 Jaguar made a brave and wise decision. And, if the XJS was not competing against the best of Italian production in sports... Did you mean to continue betting on a V12 complex with a tendency to consume more than necessary? Ultimately, to be a comfortable and luxurious car at the level of the Mercedes-Benz 450 SLC It was worth it with more modest mechanics.
In this way, the appearance of the AJ6 inline six “straight-six” with 3.6 liters and electronic injection it was a success, at least for those who subscribed to this article. In fact this was only used at first for the XJS focused on the European market, thus allowing a certain rebound in Jaguar's presence in them.
And wow, although the power decreased, dropping to 228 HP, it seemed enough to enjoy without fanfare - this was never a model designed for curves - a pleasant drive at the controls of the a luxurious GT capable of swallowing hours and hours of highway driving in style.
In short, although the E-Type is worth remembering in the splendor of its Series I and II with L6 engines, it doesn't hurt to claim it too for the XJS with 6 instead of 12 cylinders underhood. Sometimes, less is more; Mies Van der Rohe knew that and now we know it.
